Electric propulsion engine for an aircraft

ABSTRACT

A propulsion system for an aircraft includes an electric propulsion engine configured to be mounted to the aircraft at an aft end of the aircraft. The electric propulsion engine includes a power gearbox mechanically coupled to an electric motor. The electric propulsion engine further includes a fan rotatable about a central axis of the electric propulsion engine by the electric motor through the power gearbox. Moreover, the electric propulsion engine includes an attachment assembly for mounting at least one of the electric motor or the power gearbox. The attachment assembly includes a torsional damper for accommodating a torsional vibration of the electric motor or the power gearbox.

FIELD OF THE INVENTION

The present subject matter relates generally to an aircraft propulsionsystem including an electric propulsion engine.

BACKGROUND OF THE INVENTION

A conventional commercial aircraft generally includes a fuselage, a pairof wings, and a propulsion system that provides thrust. The propulsionsystem typically includes at least two aircraft engines, such asturbofan jet engines. Each turbofan jet engine is mounted to arespective one of the wings of the aircraft, such as in a suspendedposition beneath the wing, separated from the wing and fuselage. Such aconfiguration allows for the turbofan jet engines to interact withseparate, freestream airflows that are not impacted by the wings and/orfuselage. This configuration can reduce an amount of turbulence withinthe air entering an inlet of each respective turbofan jet engine, whichhas a positive effect on a net propulsive thrust of the aircraft.

However, a drag on the aircraft including the turbofan jet engines, alsohas an effect on the net propulsive thrust of the aircraft. A totalamount of drag on the aircraft, including skin friction, form, andinduced drag, is generally proportional to a difference between afreestream velocity of air approaching the aircraft and an averagevelocity of a wake downstream from the aircraft that is produced due tothe drag on the aircraft.

Systems have been proposed to counter the effects of drag and/or toimprove an efficiency of the turbofan jet engines. For example, certainpropulsion systems incorporate boundary layer ingestion systems to routea portion of relatively slow moving air forming a boundary layer across,e.g., the fuselage and/or the wings, into the turbofan jet enginesupstream from a fan section of the turbofan jet engines. Although thisconfiguration can reduce drag by reenergizing the boundary layer airflowdownstream from the aircraft, the relatively slow moving flow of airfrom the boundary layer entering the turbofan jet engine generally has anonuniform or distorted velocity profile. As a result, such turbofan jetengines can experience an efficiency loss minimizing or negating anybenefits of reduced drag on the aircraft.

Accordingly, a propulsion system including one or more components forreducing an amount of drag on the aircraft would be useful. Moreparticularly, a propulsion system including one or more components forreducing an amount of drag on the aircraft without causing anysubstantial decreases in an efficiency of the aircraft engines would beespecially beneficial.

BRIEF DESCRIPTION OF THE INVENTION

Aspects and advantages of the invention will be set forth in part in thefollowing description, or may be obvious from the description, or may belearned through practice of the invention.

In one exemplary embodiment of the present disclosure, a propulsionsystem is provided for an aircraft having a structural member. Thepropulsion system includes an electric propulsion engine configured tobe mounted to the aircraft. The electric propulsion engine defines acentral axis and includes an electric motor, and a power gearboxmechanically coupled to the electric motor. The electric propulsionengine additionally includes a fan rotatable about the central axis ofthe electric propulsion engine by the electric motor through the powergearbox, and an attachment assembly for mounting at least one of theelectric motor or the power gearbox. The attachment assembly includes atorsional damper for accommodating torsional vibration of the electricmotor or the power gearbox.

In another exemplary embodiment of the present disclosure, a boundarylayer ingestion fan is provided for an aircraft having an aft end and astructural member. The boundary layer ingestion fan includes an electricmotor, a power gearbox mechanically coupled to the electric motor, and afan rotatable about the central axis of the boundary layer ingestion fanby the electric motor through the power gearbox. The boundary layeringestion fan additionally includes an attachment assembly for mountingat least one of the electric motor or the power gearbox, the attachmentassembly including a torsional damper for accommodating torsionalvibration of the electric motor or the power gearbox.

These and other features, aspects and advantages of the presentinvention will become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the invention and, together with the description, serveto explain the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appendedfigures, in which:

FIG. 1 is a top view of an aircraft according to various exemplaryembodiments of the present disclosure.

FIG. 2 is a port side view of the exemplary aircraft of FIG. 1

FIG. 3 is a schematic, cross-sectional view of a gas turbine enginemounted to the exemplary aircraft of FIG. 1.

FIG. 4 is a schematic, cross-sectional view of an aft engine inaccordance with an exemplary embodiment of the present disclosure.

FIG. 5 is a close-up, schematic, cross-sectional view of an attachmentassembly in accordance with an exemplary embodiment of the presentdisclosure as may be incorporated in the exemplary aft engine of FIG. 4.

FIG. 6 is a cross-sectional view of the exemplary attachment assembly ofFIG. 5, taken along Line 6-6 in FIG. 5.

FIG. 7 is a close-up, schematic, cross-sectional view of an attachmentassembly in accordance with another exemplary embodiment of the presentdisclosure as may be incorporated in the exemplary aft engine of FIG. 4.

FIG. 8 is a close-up, schematic, cross-sectional view of an attachmentassembly in accordance with still another exemplary embodiment of thepresent disclosure, along with a driveshaft in accordance with anexemplary embodiment of the present disclosure, each as may beincorporated in the exemplary aft engine of FIG. 4.

FIG. 9 is a close-up, schematic, cross-sectional view of a driveshaft inaccordance with another exemplary embodiment of the present disclosure,as may be incorporated in the exemplary aft engine of FIG. 4.

FIG. 10 is a schematic, cross-sectional view of a portion of theexemplary driveshaft of FIG. 9, taken along Line 10-10 in FIG. 9.

DETAILED DESCRIPTION OF THE INVENTION

Reference will now be made in detail to present embodiments of theinvention, one or more examples of which are illustrated in theaccompanying drawings. The detailed description uses numerical andletter designations to refer to features in the drawings. Like orsimilar designations in the drawings and description have been used torefer to like or similar parts of the invention.

As used herein, the terms “first”, “second”, and “third” may be usedinterchangeably to distinguish one component from another and are notintended to signify location or importance of the individual components.The terms “forward” and “aft” refer to the relative positions of acomponent based on an actual or anticipated direction of travel. Forexample, “forward” may refer to a front of an aircraft based on ananticipated direction of travel of the aircraft, and “aft” may refer toa back of the aircraft based on an anticipated direction of travel ofthe aircraft.

The present disclosure provides for an aft engine including an electricmotor, a power gearbox, and a fan. The inventors the present disclosurehave discovered that it may be necessary to mount the electric motorand/or the power gearbox so as to accommodate vibrations and otherforces that the inventors have found may act on such components duringoperation of the aft engine. Additionally, the inventors of the presentdisclosure have discovered that it may be necessary to include aflexible element in a driveshaft connecting the electric motor and powergearbox to accommodate a potential misalignment of these components thatthe inventors have found may form during operation of the aft engine.

Referring now to the drawings, wherein identical numerals indicate thesame elements throughout the figures, FIG. 1 provides a top view of anexemplary aircraft 10 as may incorporate various embodiments of thepresent invention. FIG. 2 provides a port side view of the aircraft 10as illustrated in FIG. 1. As shown in FIGS. 1 and 2 collectively, theaircraft 10 defines a longitudinal centerline 14 that extendstherethrough, a vertical direction V, a lateral direction L, a forwardend 16, and an aft end 18. Moreover, the aircraft 10 defines a mean line15 extending between the forward end 16 and aft end 18 of the aircraft10. As used herein, the “mean line” refers to a midpoint line extendingalong a length of the aircraft 10, not taking into account theappendages of the aircraft 10 (such as the wings 20 and stabilizersdiscussed below).

Moreover, the aircraft 10 includes a fuselage 12, extendinglongitudinally from the forward end 16 of the aircraft 10 towards theaft end 18 of the aircraft 10, and a pair of wings 20. As used herein,the term “fuselage” generally includes all of the body of the aircraft10, such as an empennage of the aircraft 10. The first of such wings 20extends laterally outwardly with respect to the longitudinal centerline14 from a port side 22 of the fuselage 12 and the second of such wings20 extends laterally outwardly with respect to the longitudinalcenterline 14 from a starboard side 24 of the fuselage 12. Each of thewings 20 for the exemplary embodiment depicted includes one or moreleading edge flaps 26 and one or more trailing edge flaps 28. Theaircraft 10 further includes a vertical stabilizer 30 having a rudderflap 32 for yaw control, and a pair of horizontal stabilizers 34, eachhaving an elevator flap 36 for pitch control. The fuselage 12additionally includes an outer surface or skin 38. It should beappreciated however, that in other exemplary embodiments of the presentdisclosure, the aircraft 10 may additionally or alternatively includeany other suitable configuration of stabilizer that may or may notextend directly along the vertical direction V or horizontal/lateraldirection L.

The exemplary aircraft 10 of FIGS. 1 and 2 includes a propulsion system100, herein referred to as “system 100”. The exemplary system 100includes an aircraft engine, or rather a pair of aircraft engines, eachconfigured to be mounted to one of the pair of wings 20, and an electricpropulsion engine. More specifically, for the embodiment depicted, theaircraft engines are configured as gas turbine engines, or rather asturbofan jet engines 102, 104 attached to and suspended beneath thewings 20 in an under-wing configuration. Additionally, the electricpropulsion engine is configured to be mounted at the aft end of theaircraft 10, and hence the electric propulsion engine depicted may bereferred to as an “aft engine.” Further, the electric propulsion enginedepicted is configured to ingest and consume air forming a boundarylayer over the fuselage 12 of the aircraft 10. Accordingly, theexemplary aft engine depicted may be referred to as a boundary layeringestion (BLI) fan 106. The BLI fan 106 is mounted to the aircraft 10at a location aft of the wings 20 and/or the jet engines 102, 104.Specifically, for the embodiment depicted, the BLI fan 106 is fixedlyconnected to the fuselage 12 at the aft end 18, such that the BLI fan106 is incorporated into or blended with a tail section at the aft end18, and such that the mean line 15 extends therethrough. It should beappreciated, however, that in other embodiments the electric propulsionengine may be configured in any other suitable manner, and may notnecessarily be configured as an aft fan or as a BLI fan.

Referring still to the embodiment of FIGS. 1 and 2, in certainembodiments the propulsion system further includes one or more electricgenerators 108 operable with the jet engines 102, 104. For example, oneor both of the jet engines 102, 104 may be configured to providemechanical power from a rotating shaft (such as an LP shaft or HP shaft)to the electric generators 108. Additionally, the electric generators108 may be configured to convert the mechanical power to electricalpower. For the embodiment depicted, the propulsion system 100 includesan electric generator 108 for each jet engine 102, 104, and alsoincludes a power conditioner 109 and an energy storage device. Theelectric generators 108 may send electrical power to the powerconditioner 109, which may transform the electrical energy to a properform and either store the energy in the energy storage device 110 orsend the electrical energy to the BLI fan 106. For the embodimentdepicted, the electric generators 108, power conditioner 109, energystorage device 110, and BLI fan 106 are all are connected to an electriccommunication bus 111, such that the electric generator 108 may be inelectrical communication with the BLI fan 106 and/or the energy storagedevice 110, and such that the electric generator 108 may provideelectrical power to one or both of the energy storage device 110 or theBLI fan 106. Accordingly, in such an embodiment, the propulsion system100 may be referred to as a gas-electric propulsion system.

It should be appreciated, however, that the aircraft 10 and propulsionsystem 100 depicted in FIGS. 1 and 2 is provided by way of example onlyand that in other exemplary embodiments of the present disclosure, anyother suitable aircraft 10 may be provided having a propulsion system100 configured in any other suitable manner. For example, it should beappreciated that in various other embodiments, the BLI fan 106 mayalternatively be positioned at any suitable location proximate the aftend 18. Further, in still other embodiments the electric propulsionengine may not be positioned at the aft end of the aircraft 10, and thusmay not be configured as an “aft engine.” For example, in otherembodiments, the electric propulsion engine may be incorporated into thefuselage of the aircraft 10, and thus configured as a POD engine, or a“podded engine.” Further, in still other embodiments, the electricpropulsion engine may be incorporated into a wing of the aircraft 10,and thus may be configured as a “blended wing engine,” or may be mountedin an under-wing configuration. Further, in other embodiments, thepropulsion system 100 may not include, e.g., the power conditioner 109and/or the energy storage device 110, and instead the generator(s) 108may be directly connected to the BLI fan 106.

Referring now to FIG. 3, in at least certain embodiments, the jetengines 102, 104 may be configured as high-bypass turbofan jet engines.FIG. 3 is a schematic cross-sectional view of an exemplary high-bypassturbofan jet engine 200, herein referred to as “turbofan 200.” Invarious embodiments, the turbofan 200 may be representative of jetengines 102, 104. As shown in FIG. 3, the turbofan 200 defines an axialdirection A1 (extending parallel to a longitudinal centerline 201provided for reference) and a radial direction R1. In general, theturbofan 200 includes a fan section 202 and a core turbine engine 204disposed downstream from the fan section 202.

The exemplary core turbine engine 204 depicted generally includes asubstantially tubular outer casing 206 that defines an annular inlet208. The outer casing 206 encases, in serial flow relationship, acompressor section including a booster or low pressure (LP) compressor210 and a high pressure (HP) compressor 212; a combustion section 214; aturbine section including a high pressure (HP) turbine 216 and a lowpressure (LP) turbine 218; and a jet exhaust nozzle section 220. A highpressure (HP) shaft or spool 222 drivingly connects the HP turbine 216to the HP compressor 212. A low pressure (LP) shaft or spool 224drivingly connects the LP turbine 218 to the LP compressor 210.

For the embodiment depicted, the fan section 202 includes a variablepitch fan 226 having a plurality of fan blades 228 coupled to a disk 230in a spaced apart manner. As depicted, the fan blades 228 extendoutwardly from disk 230 generally along the radial direction R1. Eachfan blade 228 is rotatable relative to the disk 230 about a pitch axis Pby virtue of the fan blades 228 being operatively coupled to a suitableactuation member 232 configured to collectively vary the pitch of thefan blades 228 in unison. The fan blades 228, disk 230, and actuationmember 232 are together rotatable about the longitudinal axis 12 by LPshaft 224 across a power gear box 234. The power gear box 234 includes aplurality of gears for stepping down the rotational speed of the LPshaft 224 to a more efficient rotational fan speed.

Referring still to the exemplary embodiment of FIG. 3, the disk 230 iscovered by rotatable front hub 236 aerodynamically contoured to promotean airflow through the plurality of fan blades 228. Additionally, theexemplary fan section 202 includes an annular fan casing or outernacelle 238 that circumferentially surrounds the fan 226 and/or at leasta portion of the core turbine engine 204. It should be appreciated thatthe nacelle 238 may be configured to be supported relative to the coreturbine engine 204 by a plurality of circumferentially-spaced outletguide vanes 240. Moreover, a downstream section 242 of the nacelle 238may extend over an outer portion of the core turbine engine 204 so as todefine a bypass airflow passage 244 therebetween.

It should be appreciated, however, that the exemplary turbofan engine200 depicted in FIG. 3 is by way of example only, and that in otherexemplary embodiments, the turbofan engine 200 may have any othersuitable configuration. Further, it should be appreciated, that in otherexemplary embodiments, the jet engines 102, 104 may instead beconfigured as any other suitable aeronautical engine, such as aturboprop engine, turbojet engine, internal combustion engine, etc.

Referring now to FIG. 4, a schematic, cross-sectional side view of anelectric propulsion engine in accordance with various embodiments of thepresent disclosure is provided. The electric propulsion engine depictedis mounted to an aircraft 10 at an aft end 18 of the aircraft 10 and isconfigured to ingest a boundary layer air. Accordingly, for theembodiment depicted, the electric propulsion engine is configured as aboundary layer ingestion (BLI), aft fan (referred to hereinafter as “BLIfan 300”). The BLI fan 300 may be configured in substantially the samemanner as the BLI fan 106 described above with reference to FIGS. 1 and2 and the aircraft 10 may be configured in substantially the same manneras the exemplary aircraft 10 described above with reference to FIGS. 1and 2. It should be appreciated, however, that although the electricpropulsion engine is described in the context of a aft-mounted, BLI fan,in other embodiments of the present disclosure, the electric propulsionengine may instead by configured in any other suitable manner. Forexample, in other embodiments, the electric propulsion engine may not bean aft-mounted engine, and may be configured to ingest free-stream air.

As shown in FIG. 4, the BLI fan 300 defines an axial direction A2extending along a longitudinal centerline axis 302 that extendstherethrough for reference, as well as a radial direction R2 and acircumferential direction C2 (a direction extending about the axialdirection A2, not shown). Additionally, the aircraft 10 defines a meanline 15 extending therethrough.

In general, the BLI fan 300 includes a fan 304 rotatable about thecenterline axis 302 and a fan frame 308. The fan frame 308 is configuredfor mounting the BLI fan 300 to the aircraft 10, and for the embodimentdepicted generally includes an inner frame support 310, a plurality offorward support members 312, an outer nacelle 314, a plurality of aftsupport members 316, and a tail cone 318. As is depicted, the innerframe support 310 is attached to a bulkhead 320 of the fuselage 12. Theplurality of forward support members 312 are attached to the inner framesupport 310 and extend outward generally along the radial direction R2to the nacelle 314. The nacelle 314 defines an airflow passage 322 withan inner casing 324 of the BLI fan 300, and at least partially surroundsthe fan 304. Further, for the embodiment depicted, the nacelle 314extends substantially three hundred and sixty degrees (360°) around themean line 15 of the aircraft 10. The plurality of aft support members316 also extend generally along the radial direction R2 from, andstructurally connect, the nacelle 314 to the tail cone 318.

In certain embodiments, the forward support members 312 and the aftsupport members 316 may each be generally spaced along thecircumferential direction C2 of the BLI fan 300. Additionally, incertain embodiments the forward support members 312 may be generallyconfigured as inlet guide vanes and the aft support members 316 maygenerally be configured as outlet guide vanes. If configured in such amanner, the forward and aft support members 312, 316 may direct and/orcondition an airflow through the airflow passage 322 of the BLI fan 300.Notably, one or both of the forward support members 312 or aft supportmembers 316 may additionally be configured as variable guide vanes. Forexample, the support member may include a flap (not shown) positioned atan aft end of the support member for directing a flow of air across thesupport member.

It should be appreciated, however, that in other exemplary embodiments,the fan frame 308 may instead include any other suitable configurationand, e.g., may not include each of the components depicted and describedabove. Alternatively, the fan frame 308 may include any other suitablecomponents not depicted or described above.

The BLI fan 300 additionally defines a nozzle 326 between the nacelle314 and the tail cone 318. The nozzle 326 may be configured to generatean amount of thrust from the air flowing therethrough, and the tail cone318 may be shaped to minimize an amount of drag on the BLI fan 300.However, in other embodiments, the tail cone 318 may have any othershape and may, e.g., end forward of an aft end of the nacelle 314 suchthat the tail cone 318 is enclosed by the nacelle 314 at an aft end.Additionally, in other embodiments, the BLI fan 300 may not beconfigured to generate any measureable amount of thrust, and instead maybe configured to ingest air from a boundary layer of air of the fuselage12 of the aircraft 10 and add energy/speed up such air to reduce anoverall drag on the aircraft 10 (and thus increase a net thrust of theaircraft 10).

Referring still to FIG. 4, the fan 304 includes a plurality of fanblades 328 and a fan shaft 330. The plurality of fan blades 328 areattached to the fan shaft 330 and spaced generally along thecircumferential direction C2 of the BLI fan 300. As depicted, theplurality fan blades 328 are, for the embodiment depicted, at leastpartially enclosed by the nacelle 314.

In certain exemplary embodiments, the plurality of fan blades 328 may beattached in a fixed manner to the fan shaft 330, or alternatively, theplurality of fan blades 328 may be rotatably attached to the fan shaft330. For example, the plurality of fan blades 328 may be attached to thefan shaft 330 such that a pitch of each of the plurality of fan blades328 may be changed, e.g., in unison, by a pitch change mechanism (notshown). Changing the pitch of the plurality of fan blades 328 mayincrease an efficiency of the BLI fan 300 and/or may allow the BLI fan300 to achieve a desired thrust profile. With such an exemplaryembodiment, the BLI fan 300 may be referred to as a variable pitch BLIfan.

Moreover, for the embodiment depicted, the fan 304 is rotatable aboutthe centerline axis 302 of the BLI fan 300 by an electric motor 336.More particularly, for the embodiment depicted, the BLI fan 300additionally includes a power gearbox 338 mechanically coupled to theelectric motor 336, with the fan 304 mechanically coupled to the powergearbox 338. For example, for the embodiment depicted, the fan shaft 330extends to and is coupled to the power gearbox 338, and a driveshaft 340of the electric motor 336 extends to and is also coupled to the powergearbox 338. Accordingly, for the embodiment depicted, the fan 304 isrotatable about the central axis 302 of the BLI fan 300 by the electricmotor 336 through the power gearbox 338.

The power gearbox 338 may include any type of gearing system foraltering a rotational speed between the driveshaft 340 and the fan shaft330. For example, the power gearbox 338 may be configured as a star geartrain, a planetary gear train, or any other suitable gear trainconfiguration. Additionally, the power gearbox 338 may define a gearratio, which as used herein, refers to a ratio of a rotational speed ofthe driveshaft 340 to a rotational speed of the fan shaft 330.

Referring still to the exemplary embodiment of FIG. 4, the electricmotor 334 is located forward of the power gearbox 336, and the powergearbox 336 is, in turn, located forward of the fan 304. Such aconfiguration may allow the electric motor 334 to advantageously bepositioned for receiving electrical power during operation. Notably, incertain exemplary embodiments, the BLI fan 300 may be configured with agas-electric propulsion system, such as the gas-electric propulsionsystem 100 described above with reference to FIGS. 1 and 2. In such anembodiment, the electric motor 334 may receive power from one or both ofan energy storage device or an electric generator—such as the energystorage device 110 or electric generator 108 of FIGS. 1 and 2.

Furthermore, referring still to FIG. 4, the BLI fan 300 additionallyincludes an attachment assembly for mounting at least one of theelectric motor 334 or the power gearbox 336, or more particularly, formounting at least one of the electric motor 334 or the power gearbox 336to at least one of the fan frame 308 or a structural member of theaircraft (e.g., the bulkhead 320 of the aircraft 10). As is alsodepicted in FIG. 4, and as will be discussed in greater detail below,the driveshaft 332 extends between the electric motor 334 and the powergearbox 336 and includes a flexible element 335 for accommodating amisalignment of the electric motor 334 and the power gearbox 336.

Specifically, for the embodiment depicted, the BLI fan 300 includes afirst attachment assembly 338 for mounting the electric motor 334 to thefan frame 308 and a second attachment assembly 340 for mounting thepower gearbox 336 also to the fan frame 308. Notably, each of the firstand second attachment assemblies 338, 340 includes a torsional damper342 for accommodating vibration, including torsional vibration, of theelectric motor 334 or the power gearbox 336 during operation of the BLIfan 300. As used herein, the term “torsional vibration” may refer tovibration or other forces exerted along the circumferential directionC2. More specifically, the inventors of the present disclosure havedetermined that utilizing electric machines (e.g., electric motors) withelectric propulsion engines (such as the BLI fan 300 depicted) maygenerate torque oscillations, or “ripple,” due to pole passingfrequencies. These torque oscillations may drive undesirable dynamicfrequency responses of proximally mounted hardware. Accordingly,mitigating the torsional vibrations (or torque oscillations) can beparticularly desirable for the disclosed electric propulsion devices.

Referring now to FIGS. 5 and 6, close-up views of an electric propulsiondevice including a first attachment assembly 338 mounting an electricmotor 334 to a fan frame 308 are provided. In certain exemplaryembodiments, the electric propulsion device may be a BLI fan 300configured in substantially the same manner as the exemplary BLI fan 300described above with reference to FIG. 4, and thus the same or similarnumbering may refer to the same or similar part. However, in otherembodiments, the electric propulsion device may be configured in anyother suitable manner.

FIG. 5 provides a close-up, schematic view of the first attachmentassembly 338 of the exemplary BLI fan 300; and FIG. 6 provides aclose-up, schematic view of the first attachment assembly 338 of theexemplary BLI fan 300, taken along Line 6-6 of FIG. 5. As depicted, theexemplary BLI fan 300 defines an axial direction A2, a radial directionR2, and a circumferential direction C2 (see FIG. 6). Additionally, theBLI fan 300 generally includes a fan frame 308 and an electric motor 334mechanically coupled to a driveshaft 332. The first attachment assembly338 extends between the electric motor 334 to the fan frame 308, andmounts the electric motor 334 to the fan frame 308. The first attachmentassembly 338 includes a torsional damper 342 for accommodating torsionalvibration of the electric motor 334 relative to the fan frame 308 duringoperation of the BLI fan 300.

Particularly for the embodiment depicted, the torsional damper 342 ofthe attachment assembly provides dampening of the electric motor 334along the axial direction A2 and the radial direction R2, in addition toalong the circumferential direction C2 of the BLI fan 300. For example,the exemplary first attachment assembly 338 depicted includes a firstattachment member 343 connected to the electric motor 334 and a secondattachment member 344 connected to the fan frame 308. The firstattachment member 343 and a second attachment member 344 together definean attachment interface 346 made up of a plurality of interdigitatedmembers with a dampening material 348 positioned at least partiallybetween the interdigitated members.

For example, referring specifically to FIG. 6, the first attachmentmember 343 includes a plurality of circumferentially spaced teeth 350extending outwardly generally along the radial direction R2. Similarly,the second attachment member 344 includes a corresponding andcomplementary plurality of circumferentially spaced teeth 352 extendinginwardly generally along the radial direction R2. The teeth 350 of thefirst attachment member 343 extend into circumferential gaps definedbetween adjacent teeth 352 of the second attachment member 344, andconversely, the teeth 352 of the second attachment member 344 extendinto circumferential gaps defined between adjacent teeth 350 of thefirst attachment member 343. Additionally, the dampening material 348 ispositioned between the teeth 350 of the first attachment member 343 andthe teeth 352 of the second attachment member 344.

Referring again to FIG. 5, the first attachment member 343 includes aforward lip 354 extending outwardly generally along the radial directionR2, and the second attachment member 344 includes an aft lip 356extending inwardly generally along the radial direction R2. The forwardlip 354 of the first attachment member 343 is configured to interfacewith the second attachment member 344, and the aft lip 356 of the secondattachment member 344 is configured to interface with the firstattachment member 343. Such a configuration may prevent movement of thefirst attachment member 343 relative to the second attachment member 344along the axial direction A2 more than a predetermined amount. Notably,the first attachment assembly 338 further includes dampening material348 positioned between the forward lip 354 and the second attachmentmember 344, and also between the aft lip 356 and the first attachmentmember 343. However, in other embodiments, the first attachment assembly338 may instead, or in addition, include any other means for limitingmovement along the axial direction A2. For example, in other exemplaryembodiments, the first attachment assembly 338 may include one or morepins, bolts, etc. extending generally along the radial direction R2between the first attachment member 343 and the second attachment member344. The one or more pins, bolts, etc. may be enclosed within thedampening material 348 to allow for dampening along the axial directionA2.

The dampening material 348 may be any material suitable for absorbingforce and/or vibration. For example, the dampening material 348 may beany resilient material, such as an elastomeric material. However, inother embodiments, any other suitable material or configuration may beutilized. For example, in other embodiments, the torsional damper 342may utilize a viscous damping or pneumatic damping. For example, incertain embodiments, the dampening material 348 may be oil, such thattorsional damper 342 includes a squeeze film damper, or other similarstructure.

As stated, the torsional damper 342 of the exemplary first attachmentassembly 338 depicted may be capable of absorbing forces along the axialdirection A2, the radial direction R2, and the circumferential directionC2 of the BLI fan 300. Accordingly, an attachment assembly in accordancewith one or more embodiments of the present disclosure may be capable ofextending a life of, e.g., the electric motor 334, by reducing an amountof stress or strain on the electric motor 334 (or proximally mountedcomponents).

Referring now to FIG. 7, a close-up view is provided of an electricpropulsion engine in accordance with another exemplary embodiment of thepresent disclosure including a first attachment assembly 338 mounting anelectric motor 334 to a fan frame 308. The exemplary electric propulsionengine depicted in FIG. 7 may be a BLI fan 300 configured insubstantially the same manner as the exemplary BLI fan 300 describedabove with reference to FIG. 4. Accordingly, the same or similarnumbering may refer to the same or similar part. However, in otherembodiments, the electric propulsion device may be configured in anyother suitable manner.

The exemplary BLI fan 300 of FIG. 7 defines an axial direction A2, aradial direction R2, and a circumferential direction C2 (not shown).Additionally, the BLI fan 300 generally includes a fan frame 308 and anelectric motor 334 mechanically coupled to a driveshaft 332. The firstattachment assembly 338 extends between the electric motor 334 and thefan frame 308, and mounts the electric motor 334 to the fan frame 308.Additionally, the exemplary first attachment assembly 338 includes atorsional damper 342 for accommodating torsional vibration of theelectric motor 334 relative to the fan frame 308 during operation of theBLI fan 300.

Additionally, the torsional damper 342 of the first attachment assembly338 provides dampening of the electric motor 334 along the axialdirection A2 and the radial direction R2, in addition to along thecircumferential direction C2 of the BLI fan 300. For the embodimentdepicted, the torsional damper 342 comprises one or more flexiblecouplings. Specifically, the exemplary torsional damper 342 includes aplurality of flexible couplings spaced along the circumferentialdirection C2 of the BLI fan 300 (not shown). As is depicted, eachflexible coupling includes a flexible spring member 358 designed to bendor flex to absorb a force between the electric motor 334 and fan frame308, and an extension member 360 extending between and connecting abracket 362 on the fan frame 308 to the spring member 358. The springmember 358, in turn, extends between the extension member 360 and abracket 364 on the electric motor 334. The spring member 358 may beformed of a relatively resilient material capable of bending or flexingin response to a force. Accordingly, the spring member 358 may absorb aforce along the radial direction R2, along the axial direction A2, andalong the circumferential direction C2 of the BLI fan 300.

Referring now to FIG. 8, a close-up view is provided of an electricpropulsion engine including a second attachment assembly 340 mounting apower gearbox 336 to a fan frame 308 in accordance with an exemplaryembodiment of the present disclosure. The exemplary electric propulsionengine depicted in FIG. 7 may be a BLI fan 300 configured insubstantially the same manner as the exemplary BLI fan 300 describedabove with reference to FIG. 4. Accordingly, the same or similarnumbering may refer to the same or similar part. However, in otherembodiments, the electric propulsion device may be configured in anyother suitable manner.

The exemplary BLI fan 300 depicted in FIG. 8 defines an axial directionA2, a radial direction R2, and a circumferential direction C2 (notshown). Additionally, the BLI fan 300 generally includes an electricmotor 334 (not shown) mechanically coupled to a driveshaft 332, thedriveshaft 332 extending to and mechanically coupled to a power gearbox336. The BLI fan 300 additionally includes a fan frame 308 and a secondattachment assembly 340 mounting the power gearbox 336 to the fan frame308. The second attachment assembly 340 extends between the powergearbox 336 and the fan frame 308, and mounts the power gearbox 336 tothe fan frame 308.

For the embodiment depicted, the power gearbox 336 is configured as aplanetary gearbox generally including a radially inner sun gear 366, aradially outer ring gear 368, and a plurality of planet gears 370position therebetween. The driveshaft 332 is attached to and rotateswith the sun gear 366, while the fan 304 shaft is attached to androtates with the ring gear 368. The power gearbox 336 is mounted throughthe plurality of planet gears 370. Specifically, the second attachmentassembly 340 includes one or more attachment members 372 that areconnected to the planet gears 370 through one or more pins 373 (whichmay allow the planet gears 370 to rotate about the pins 373 relative tothe attachment members 372).

Additionally, the second attachment assembly 340 includes a torsionaldamper 342 for accommodating vibration of the power gearbox 336 relativeto the fan frame 308 during operation of the BLI fan 300. For theembodiment depicted, the torsional damper 342 is configured as a bellow374 formed in the attachment member 372 of the second attachmentassembly 340, located between the power gearbox 336 and the fan frame308. In certain embodiments, the attachment assembly may include aplurality of attachment members 372 spaced along the circumferentialdirection C2 for mounting the power gearbox 336 to the fan frame 308.Each of these attachment members 372 may include a bellow 374 or othersuitable torsional damper 342. Notably, the exemplary torsional damper342 depicted may accommodate vibrations along the axial direction A2 anda radial direction R2, in addition to along the circumferentialdirection C2.

As discussed, inclusion of a torsional damper 342 in the first andsecond attachment assemblies 338, 340 may allow for an increase lifespanof the electric motor 334 and the power gearbox 336, by absorbingvibrations and other forces that would otherwise act on the electricmotor 334 and/or the power gearbox 236. It should be appreciated,however, that in other exemplary embodiments, the first and/or secondattachment assemblies 338, 340 may have any other suitable configurationfor absorbing forces or vibrations between the electric motor 334 andthe fan frame 308 or the power gearbox 336 and the fan frame 308. Forexample, in certain exemplary embodiments, the exemplary secondattachment assembly 340 may be configured in substantially the samemanner as one or more of the exemplary first attachment assemblies 338described above with reference to FIGS. 5 through 7. Additionally, oralternatively, in other exemplary embodiments, the first attachmentassembly 338 may be configured in substantially the same manner as theexemplary second attachment assembly 340 described with reference toFIG. 8. Further, in still other exemplary embodiments, the first and/orsecond attachment assemblies 338, 340 may be configured in any othersuitable manner for absorbing torsional vibrations or other forcesbetween the electric motor 334 or a power gearbox 336 and fan frame 308,or between the electric motor 334 or power gearbox 236 and structuralmember of an aircraft 10.

Referring still to FIG. 8, the exemplary driveshaft 332 depictedadditionally includes a flexible element 335 for accommodatingmisalignment between the electric motor 334 and power gearbox 336. Forthe embodiment depicted, the flexible element 335 includes a bellow 376.More particularly, for the embodiment depicted, the flexible element 335comprises a pair of bellows 376. Inclusion of the pair of bellows 376may allow for the driveshaft 332 to accommodate an angular misalignmentbetween the electric motor 334 and power gearbox 336, as well as aradial misalignment or axial displacement between electric motor 334 andpower gearbox 336. The inventors of the present disclosure havediscovered that inclusion of a driveshaft 332 in a BLI fan 300 inaccordance with the present embodiment may allow for the BLI fan 300 toundergo certain maneuvers or withstand other forces that the BLI fan 300may otherwise not be capable of withstanding.

It should be appreciated, however, that in other embodiments, thedriveshaft 332 may include any other suitable flexible element 335. Forexample, referring now to FIG. 9, a close-up view is provided of anelectric propulsion engine including a driveshaft 332 having a flexibleelement 335 in accordance with another exemplary embodiment of thepresent disclosure. The exemplary electric propulsion engine depicted inFIG. 9 may be a BLI fan 300 configured in substantially the same manneras the exemplary BLI fan 300 described above with reference to FIG. 4.Accordingly, the same or similar numbering may refer to the same orsimilar part. However, in other embodiments, the electric propulsiondevice may be configured in any other suitable manner.

As depicted in FIG. 9, the exemplary BLI fan 300 defines an axialdirection A2, a radial direction R2, and a circumferential direction C2(see FIG. 10). Additionally, the BLI fan 300 generally includes anelectric motor 334 (not shown) mechanically coupled to a driveshaft 332,the driveshaft 332 extending to and mechanically coupled to a powergearbox 336. The driveshaft 332 includes a flexible element 335 foraccommodating a misalignment between the electric motor 334 and thepower gearbox 336. Additionally, for the embodiment depicted, theflexible element 335 includes a torsional damper. More particularly, forthe embodiment depicted, the flexible element 335 includes a splinedshaft received within a splined coupling 378, and further includes adampening material 380 positioned between the splined shaft and thesplined coupling 378.

Specifically, for the embodiment depicted, the splined shaft of theflexible element 335 of the driveshaft 332 includes a forward segment382 and a separate aft segment 384. The forward segment 382 of thedriveshaft 332 includes a splined shaft section 386, and similarly, theaft segment 384 of the driveshaft 332 includes a splined shaft section388. The splined shaft section 386 of the forward segment 382 of thedriveshaft 332 is received within the splined coupling 378, andsimilarly the splined shaft section 388 of the aft segment 384 is alsoreceived within the splined coupling 378.

Referring now also to FIG. 10, providing a cross-sectional view of thedriveshaft 332 taken along Line 10-10 of FIG. 9, the splined shaftsection 386 of the forward segment 382 of the driveshaft 332 includes aplurality of axial teeth 390 extending outward generally along theradial direction R2, and spaced along the circumferential direction C2.Similarly, the splined coupling 378 includes a plurality ofcorresponding and complementary axial teeth 392 extending inwardlygenerally along the radial direction R2 and also spaced along thecircumferential direction C2. The dampening material 380 extends betweenthe axial teeth 390 of the splined shaft section 386 and the axial teeth392 of the splined coupling 378 to absorb forces therebetween. As seenin FIG. 9, the splined shaft section 388 of the aft segment 384 alsoincludes a plurality of axial teeth extending outward generally alongthe radial direction R2. In certain embodiments, the dampening material380 may be a resilient material, such as an elastomeric material.However, in other embodiments, the dampening material 380 may be anyother suitable material.

A driveshaft including a flexible material in accordance with theexemplary embodiment of FIGS. 9 and 10 may accommodate an angularmisalignment between the electric motor 334 and power gearbox 336, aswell as a radial misalignment or axial displacement between electricmotor 334 and power gearbox 336. Further, including a driveshaft 332having a flexible element 335 in accordance with the exemplaryembodiment of FIGS. 9 and 10 may allow for the driveshaft 332 to absorbcircumferential forces, i.e. torsional forces, between the power gearbox336 and the electric motor 334. The inventors of the present disclosurehave found that inclusion of a driveshaft 332 in a BLI fan 300 inaccordance with the present embodiment may allow for the BLI fan 300 toundergo certain maneuvers or other forces that the BLI fan 300 mayotherwise not be capable of withstanding.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they include structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A propulsion system for an aircraft having astructural member, the propulsion system comprising: an electricpropulsion engine configured to be mounted to the aircraft, the electricpropulsion engine defining a central axis and comprising: an electricmotor; a power gearbox mechanically coupled to the electric motor; a fanrotatable about the central axis of the electric propulsion engine bythe electric motor through the power gearbox; a fan frame mounted aboutthe central axis of the propulsion engine; and an attachment assemblyfor mounting at least one of the electric motor or the power gearbox,the attachment assembly including a torsional damper for accommodatingtorsional vibration of the electric motor or the power gearbox, whereinthe attachment assembly is configured to mount the electric motor to atleast one of the fan frame or the bulkhead of the aircraft, and whereinthe torsional damper is positioned between the electric motor and the atleast one of the fan frame or the bulkhead.
 2. The propulsion system ofclaim 1, wherein the electric propulsion engine defines an axialdirection, a radial direction, and a circumferential direction, andwherein the torsional damper of the attachment assembly providesdampening along each of the axial direction, radial direction, andcircumferential direction of the electric propulsion engine.
 3. Thepropulsion system of claim 1, wherein the torsional damper of theattachment assembly comprises an elastomeric material for absorbingvibration.
 4. The propulsion system of claim 1, wherein the torsionaldamper of the attachment assembly comprises a plurality ofinterdigitated members and an elastomeric material positioned at leastpartially between the interdigitated members.
 5. The propulsion systemof claim 1, wherein the torsional damper comprises one or more flexiblecouplings.
 6. The propulsion system of claim 1, wherein the electricpropulsion engine is configured as a boundary layer ingestion fan. 7.The propulsion system of claim 1, wherein the electric motor ismechanically coupled to the power gearbox through a drive shaft, andwherein the power gearbox is mechanically coupled to the fan through afan shaft.
 8. The propulsion system of claim 7, wherein the drive shaftcomprises a flexible element for accommodating misalignment.
 9. Thepropulsion system of claim 8, wherein the flexible element comprises apair of bellows.
 10. The propulsion system of claim 8, wherein theflexible element comprises a torsional damper.
 11. The propulsion systemof claim 1, wherein the electric propulsion engine is configured to bemounted to the aircraft along a mean line of the aircraft.
 12. Aboundary layer ingestion fan assembly for an aircraft having an aft endand a structural member, the boundary layer ingestion fan assemblycomprising: an electric motor; a power gearbox mechanically coupled tothe electric motor; a fan rotatable about a central axis of the boundarylayer ingestion fan assembly by the electric motor through the powergearbox; a fan frame mounted about the central axis of the propulsionengine; and an attachment assembly for mounting at least one of theelectric motor or the power gearbox, the attachment assembly including atorsional damper for accommodating torsional vibration of the electricmotor or the power gearbox, wherein the attachment assembly isconfigured to mount the power gearbox to at least one of the fan frameor the bulkhead of the aircraft, and wherein the torsional damper ispositioned between the power gearbox and the at least one of the fanframe or the bulkhead.
 13. The boundary layer ingestion fan assembly ofclaim 12, wherein the boundary layer ingestion fan assembly defines anaxial direction, a radial direction, and a circumferential direction,and wherein the torsional damper of the attachment assembly providesdampening along each of the axial direction, radial direction, andcircumferential direction of the fan assembly.
 14. The boundary layeringestion fan assembly of claim 12, wherein the torsional damper of theattachment assembly comprises at least one of an elastomeric materialfor absorbing vibration, viscous damper, or pneumatic damper.
 15. Theboundary layer ingestion fan assembly of claim 12, wherein the torsionaldamper of the attachment assembly comprises a plurality ofinterdigitated members and an elastomeric material positioned at leastpartially between the interdigitated members.
 16. The boundary layeringestion fan assembly of claim 12, wherein the torsional dampercomprises one or more flexible couplings.
 17. The propulsion system ofclaim 1, wherein the attachment assembly includes a plurality ofattachment members spaced along a circumferential direction of theelectric propulsion engine for mounting of the electric motor.
 18. Thepropulsion system of claim 1, wherein the electric motor and the powergearbox are aligned with the central axis of the electric propulsionengine.